Fire box of oil burning locomotives



May 21, 1935. I c. F, GERLINGER 2,002,028

'FIRE BOX OF OIL BURNING LOCOMOTIVES Filed July 5, 1933 7 Sheets-Sheet l N M VENTO/e Car/EGer/Mgvr B Y %TORNE y May 21, 1935.

c. F. GERLINGER FIRE BOX OF OIL BURNING LOCOMOTIVES 7 Sheets-Sheet 2 Filed July 3, 1933 [N VENTOR far/EGGf/lhqQ/ ATTORNE E V .C. F. GERLINGER FIRE BOX OF OIL BURNING LOCOMOTIVES May 21, 1935.

Filed July 3, 1933 '7 Sheets-Sheet 3 11v VENTOR Cbr/F'er/mgv l4 TTORNE Y y 1935. c. F. GERLINGER FIRE BOX OF OIL BURNING LOCOMOTIVES 7 Sheets-Sheet 4 Filed July 3, 193

c. GGGGGGGGG ER 2,002,028 OX OF OIL BURNING LOCOMOTIVES 11v VENTOR CZr/E'Gevfihyer A TTORNE Y May 21, 1935- c. F. GERLINGER FIRE BOX OF OIL BURNING LOCOMOTIVES Filed July 5, 1933 7 Sheets-Sheet 6 INVENTOR Car/FGer/Myer A TTOR/VEY C. F. GERLINGER FIRE BOX OF OIL BURNING LOCOMOTIVES May 21, 1935.

Filed July 3, 1933 7 Sheets-Sheet 7 Patented May 21; 1935 UNITED i The present arrangement STATE Application July 3,

of the fire box of oil burning locomotives is inefficient due to the fact that the fire box is not properly supplied with preheated air to insure complete combus- '5 tion. As a consequence, several very undesirable side walls of the accumulation of undoors and fire the flash wall and uneven fire, which causes flareafiames andblack smoke to issue from the door endangering trainmen.

making. it difiicult for them blind the trainmen,

damper door and fire These flares often to board the train. Imperfect combustion further causes failure in valuable remains unburned.

oil, since part of it I have discovered that usage of the. fuel said troubles may be avoided, and efficient combustion assured by so controlling the admission of air into the fire box that it becomes divided into two volumes in the ratio of approximately B to 1;.admitting the larger volume into the fire box directly in front of the flash wall thereof, and the smaller volume at the front endof the 11 re box.

Furthermore, it is necessary that theair admitted into the fire box be preheated to a relatively high temperature, as a means of promoting complete combustion.

The object of my inven construct the lining control of the admission of ti'orr is primarily so to of the fire box that" thesaid the iv din of the same into said proportionate" volumes, and

the preheating of the air complifshed.

' The admission of cold air into the firebox is frequently the 0 use of work; sheets and I attain this object by damage to due; brick stayboltsof't'he locomotive.

providing the fire box lining with air 'pasa'geways thru which the air admitted into the fire box must pass, which heat the air to the desired temperature.

' A further object of my range said invention is to so at lining that itmay be introduced thru the openings now provided in standard fire boxes of the present locomotives. The latter object of my invention I attain in the form-of i 1 units are provided with by constructing the lining terfitting units. f The lining passageways, or ducts therethru, and are adapted to be so arranged within the fiTB box as to partitionthe front end thereof from the rear end;

openings from said pass terior of the and the areas of the agew'ays into the infirebox are such that the'majbr part of. the air admitted directly in front ofthe flash wall in the rear sectionor the-fire box;

S PATENT OFFICE- 2,002,02 's;* p mm BOX or on. BURNING LOCOMOT Carl F. Gerlinger, Dallas; Oreg:

1933; Serial Nb. 678,712 6 Claims. I (or. its-s) which major part I foundshould be approxie mately75% of the total volume of air the fire box will'rho1d,.and the remaining 25 being admitted thru the opening frormthe passageways of the lining .at the front section of the firebox.

I further preferably provide the hollows oi the wall lining units with heat radiating fins; in order the better to transmit the'heat from the hot wall linings of the box to the air passing thru said passageways of the walls.

Further details or construction of my fire box lining are hereinafter fully described with: refer ence to the accompanying drawings.

In" the drawings:

Fig. 1 shows a longitudinal vertical rear-section of a conventional locomotive and itsfire box the section being taken along the line [-4 of Fig.2, through the center'of the fire box looking. at the interior side wall with a portion of thewal-lbroken away, and the location of the heat radiatingfins indicated partly in broken lines and partly in full li-nes;'- V

Fig; 2 shows a transverse section along line 2-2 of Fig.l-, looking at the interior face of the front wall lining or the fire box, a portion of which wallis broken away to illustrate the location of bodies; i i

Fig. shows a plain section along line 3-! of Fig. Zthuslcokidg down on the-floor lining of the fire box; I Figs}. ra-4a and 4c show isometric fragments oi the rear'portionor section of my floor andwall linings or the fire box, looking from the rear to- Ward the front end, and illustrating the arrangement ofa-ir passageways thru the-lining units;

Figs. 5a and 51) show isometric fragments of the frontportion or' section oi my fire box lining, looking from. the front toward the rear; and illustrate the arrangement of the air passageways thru t'lr'iis portion; 7 r

Fig. 6 shows anisometrie view ot the units or my fire as they are assembled inthe ashpit of the fire box; the ashpitand the flash wall or the fire box being omitted;

Figs. 7- t'o 15, inclusive; sh w isometric viewsof the fioorl ini ng unitswto i, inclusive; 1 Fi g. I6 shows'arr isometric'view or the cover plate a for door units and 1* (shown by Figs. 14 and 15'? wherrassembledi: a

Fig. 17 shows an isometric view of lower section k of my frontwall' lini'ng; Fig. l8 showsan isometric View of the upper section of said front wall lining; and

- Figs. r9 ooze; inclusive, l new isometric views of said walllmi'ng units it tow.

seen from Fig. 6. The

Referring to Figs. 1, which shows the rear portion of the boiler and the fire box of a locomotive, and Fig. 2 which shows a transverse section thru the fire box;

In the bottom of the ashpit 2 of the fire box are located the fioor lining units a to i, inclusive, details of which are shown by Figs. 7 to 15, inclusive. The arrangement of these fioor units as assembled within the ashpit of the fire box may be units b, d and 1, see Figs. 8, 10 and 12, have lateral ledges 3 adapted to form lap joints with the adjoining units a, c, e, g, shown by Figs. 7, 9, 11 and 13. The side wall lining units n to w, see Figs. 19 to 28, inclusive, assembled as shown in Fig. 6, form the left side wall lining of the fire box looking towards the front; and the side wall lining units n to w, see'Fig; 6, form the'right side wall lining offthe' fire box. The right side units are in construction the same as the left side units, being merely changed in form for placing on the right side. 7

The .wall units k, see Fig. 17, and 111., see Fig.

18, assembled as shown in Fig. 6, form the front walllining of the fire box. The side wall units n to w and n to w .are provided with ledges 4 and 5 forming lap joints when said units are assembled together. The front wall section is, see Fig. 17, is provided with lip 2| which forms a lap joint when assembled with front wall section m, see Fig. 18. V

The side wallunits are provided with interior heat. radiating fins I6, which assist in dissipating the heat from the side walls to the air passing thru them, thus preheating the air. The baflies .H, and H, located in thefront wall m, is, see Figs. 2 and 5a, serve the same purpose as the bafiies I 6. Flanges. [8 on the floor units it to i, see Figs. 7 to 15, are provided to hold the'side wall units in place. The flanges IS on units w and w (see Fig. 28) hold the wall units 70 and m (Figs.'17 and 18) in place. 7

The fianges I8 and 20 on the upper faces of floor units a. to 9, Figs. 7 to 13, constitute drip pans in which to catch unburned oil which may drop from the burner when starting the fire, thus preventing such oil from fiowing between the sections into the lower passageway, where it would cause smoke, or fiow out the damper doors. .The oil so collected will later on, as the fire box gets heated, be consumed.

The plate 7, Fig. 16, is placed within the flanges 18 and 26 of the floor units h and i, Figs. 14 and '15, also serves as a drip panunder the er- U Air enters the fire box thru passageways 6, 6 of the bottom or fioor units it to g, at the rear end, anolthence is diverted by the end walls 9 of the floor unit g, and passes into the spaces 9 thru openings ii and H of theside wall units u, t and u, t. Said travel of the air is indicated by arrows in Fig. 1. The end walls M2 then divert theair. Part of the air from the spaces 9 then passes thru the air passageways 9, 9', to the side wall units 22, 1), through the openings 9 into the spaces 13 and [3' of the side wall units.

Other portions of the air pass from the spaces -9 thru the upper spaces 9 of the side wall units.

The air passing thru said upperspaces 9 also enters spaces I3 and no. a d

l3 of the side wall units The units p to t inclusive and p, 11 inclusive are provided with heat radiating fins l6 a portion of the air. passing thru the upper spaces: 9 of the side wall units 22 to t and p? to it also passes into the side wall units n, and n, o and from the latter also may enter the 7 rear of said fire box, a fire box opening I3. From said space l3 the air then enters the interior of the fire box. The air at the front end of the fire box is admitted thru openings I, 1', see Figs. a and 5b.

The air enters thru passageways I, 1' thru the front fioor units h and 2', Figs. 14 and 15, thence passes thru openings l2 and 12' into spaces l0, ID of the front wall units 1), w and '0, From there, thru openings l4 and M of side wall units and w, the air enters space 22 of the horizontal front wall units m and is; see Figs. 5a, 5b, 17 and 18. Then the air passes thru the openings l5 and I 5' over bafile plates H, see Fig. 17, into the interior of the fire box.

The amount of air admitted through the openings 6 and 6' of the rear section and l and 1' of the front section can be controlled by adjustment of the dampers 8 and 8', respectively. I have found it desirable to have approximately 75% of all the air admitted to the fire box enter the fire box at the rear, that is thru the spaces l3 and I3. For this reason the rear passageways beginning at 6 and 6' and ending at l3 and i3 are considerably longer than the front passageways, beginning at l and 7 and ending at l5 and I5, to allow for the adequate heating of a greater volume of air.

The opening 2a, see Figs. 1, 2 and 5b, is for the insertion of the burner 2b, the latter indicated in Figs. 1 and 2. 32 shows portions of the side wall of the boiler. 33 shows the fiash wall built in the rear of the fire box.

The air in passing thru said passageways, its course being approximately indicated by the arrows in Fig. 1, becomes preheated to a high degree, and besides it is properly distributed with regard to the rear and front sections of the fire box so as to form a proper intermixture with the fuel oil spray and thus effect eificient combustion. No cold air whatever is admitted into the fire box, which prevents injury from that source; and by admitting the air into the rear section of the fire box directly in front of the fiash wall, the depositing of carbon on such wall is prevented. The illustrations of the drawings are merely intended to illustrate one practical mode of carrying my invention into practice.

I claim:-

1. In an oil burning locomotive provided with a fire box, an oil burner located at the front of said fire box, and a fiash wall located at the rear of said fire box, a. fire box composed of interfitting hollow units, providing air heating passageways discharging into the fire box, certain of said hollow units having closed ends whereby the air passageways are separated into front and rear sections permitting the preheated air to enter the fire box at both the front and the rear ends simultaneously, the air passageways of the front sections having their outlets at the front of the fire box and the air passageways of the rear sections having their outlets close to the flash wall at the rear of the fire box.

2. In an oil burning locomotive provided with a fire-box, an oil burner located at the front of said fire box, and a fiash wall located at the lining composed of interfitting hollow units providing air heating passageways discharging into thefire box, certain of said hollow units having closed ends whereby the air passageways are separated into front andrear sections permitting preheated air to enter the fire box at both the front and the rear ends simultaneously, a damper at the intake Opening of each of said front and rear passageway sections to control the volume of air admitted through each section, the dampers of the front sections being adjustable independently. of the dampers of the rear sections.

3. In an oil burning locomotive provided with a fire-box, an oil burner located at the front of said fire box, and a flash wall located at the rear of said fire box, a fire box lining composed of interfitting hollow units providing air heating passageways discharging into the fire box,

a certain of said hollow units having closed ends whereby the air passageways are separated into front and rear sections permitting the preheated air to enter the fire box at both the front "and the rear ends simultaneously, the air passageways of the front sections having their outlets at the front of the fire box and the air passageways of the rear sections having their outlets close to the flash wall at the rear of the fire box, a damper at the intake opening of each of said front and rear passageway sections to control thevolume of air admitted through each section, the dampers of the front sections being adjustable independently of the dampers of the rear sections.

4. In an oil burning locomotive provided with a fire box, an oil burner located at the front of said fire box, and a flash wall located at the rear of said fire box, a fire box lining composed of interfitting hollow units providing air heating passageways discharging into the fire box, certain ofsaid hollow units having closed ends whereby the air passageways are separated into front and rear sections permitting the preheated air to enter the fire box at both the front and the rear ends simultaneously, said hollow units with the said closed ends being located so that the passageways of the rear sections will be longer than the passageways of the front sections.

5. In an oil burning locomotive provided with a fire box, an oil burner located at the front of said fire box, and a flash well located at the rear of said fire box, a fire box lining composed of interfitting hollow units providing air heating passageways discharging into the fire box, certain of said hollow units having closed ends whereby the air passageways are separated into front and rear sections permitting the preheated air to enter the fire box at both the front and the rear ends simultaneously, the air passageways of the front sections having their outlets at the front of the fire box and the air passageways of the rear sections having their outlets close to the flash wall at the rear of the fire box, said hollow units with the said closed ends being located so that the passageways of the rear sections will be longer than the passageways of the front sections.

6. In an oil burning locomotive provided with a fire box, an oil burner located at the front of said fire box, and a flash wall located at the rear of said fire box, a fire box lining composed of interfitting hollow units providing air heating passageways discharging into the fire box, certain of said hollow units'having closed ends whereby the air passageways are separated into front and rear sections permitting the preheated air to enter the fire box at both the front and the rear ends simultaneously, the air passageways of the front sections having their outlets at the front of the fire box and the air passageways of the rear sections having their outlets close to the flash wallat the rear of the fire box, a damper at the intake opening of each of said front and rear passageway-sections tocontrol the volume of air admitted through each section, the dampers of the front sections being adjustable independently of the dampers of the rear sections, said hollow units with the said closed ends being located so that the passageways of the rear sections will be longer than the passageways of the front sections.

CARL F. GERLINGER. 

